Lower control arm mechanism for a small overlap crash

ABSTRACT

A system for managing wheel kinematics during a collision event includes a break-away region for releasing a joint of a lower control arm. The system includes a recess arranged in a frame member, and a pin arranged vertically in the recess and configured to couple the lower control arm to the frame member. The break away region includes a reduced stiffness and is configured to fail under the collision event to allow the pin to move laterally out of the recess. The recess may be formed by a top plate and a bottom plate or a C-shaped bracket, which include through features to accommodate the pin. The break-away region includes a first notch and a second notch that reduce a stiffness of the structures that form the recess, thus allowing the pin to be released under a predetermined loading. The break-away region may fracture to release the pin.

INTRODUCTION

The present disclosure is directed towards a lower control arm pullout,and more particularly towards a lower control arm pullout for desiredwheel kinematics during a small overlap crash.

SUMMARY

Structures of the present disclosure are configured to providesufficient lateral push to a vehicle so that a head-on collision can bemitigated. In some embodiments, the present disclosure is directed to asystem for managing lateral loads in a vehicle. The system includes acrossmember and a load-transmitting structure, which may be deformable.The crossmember is arranged laterally spanning a first longitudinalframe member and a second longitudinal frame member of the vehicle. Thefirst longitudinal frame member is arranged on a first side of thevehicle, and the second longitudinal frame member is arranged on asecond side of the vehicle. The deformable structure is affixed to onelateral side of the vehicle, arranged longitudinally forward of thecrossmember, arranged laterally outside of the first frame member, andconfigured to deform during a small overlap collision. While deforming,the structure applies a lateral force on a first end of the crossmemberto cause lateral displacement of the vehicle. For example, the structureapplies the lateral force directed towards the second side of thevehicle from the first side of the vehicle.

In some embodiments, the crossmember is rigidly affixed to the firstlongitudinal frame member and to the second longitudinal frame member.For example, in some embodiments, the crossmember is welded to bothlongitudinal frame members to form structurally rigid connections.

In some embodiments, the structure includes a wedge. The wedge includesa first face arranged along a laterally outer edge of the first framemember, and a second face arranged along a bumper system. For example,the first face and the second face are arranged at approximately 90° toeach other. In some embodiments, the second face is configured todeflect towards the first face under the small overlap collision. Forexample, the wedge may deform to form a substantially sharper wedgeangle, thus elongating in the longitudinal direction.

In some embodiments, the crossmember extends through a first opening inthe first longitudinal frame member and a through a second opening inthe second longitudinal frame member. For example, the cross member mayhave a substantially tubular cross section, of any suitable shape (e.g.,circular, rectangular, rounded rectangular, or other suitable shape),which extends through each respective longitudinal frame member. In thefurther example, the ends of the crossmember may extend outboard of therespective longitudinal frame members. In some embodiments, the end ofthe crossmember is angled such that the front length of the crossmemberis shorter than the rear length.

In some embodiments, the present disclosure is directed to a framesystem that includes the system for managing lateral loads in a vehicle.For example, the frame system may include the crossmember, thestructure, the longitudinal frame members, any other suitablecomponents, or any suitable combination thereof. In some embodiments,the present disclosure is directed to a vehicle that includes the framesystem.

In some embodiments, the frame system includes a second structureaffixed to the second side of the vehicle. The second structure isarranged longitudinally forward of the crossmember, arranged laterallyoutside of the second frame member, and configured to deform during asmall overlap collision to the second side. The second structure isconfigured to apply a lateral force on a second end of the crossmemberto cause lateral displacement of the vehicle towards the first side.

In some embodiments, the present disclosure is directed to a structurefor generating side loads in a vehicle during a small-offset collisionthat is configured to be arranged laterally outside of a longitudinalframe element of the vehicle, and wherein a crossmember is connected tothe longitudinal frame member. The structure includes a sidewall (e.g.,forming a wedge-shaped structure). The sidewall includes a first walllongitudinally oriented, a second wall laterally oriented, and a firstspine angled to connect the first wall and the second wall. Thestructure also includes a second spine substantially parallel to thefirst spine, arranged inside of the sidewall. The structure alsoincludes a plurality of ribs connecting the first spine and the secondspine, connecting the second spine to the first wall and the secondwall, or both. The structure is configured to deform when a load isapplied to the second wall such that the first spine and the secondspine align with an end of the crossmember to impart a lateral force onthe crossmember. For example, in some embodiments, a profile of thesidewall, the second spine, and the plurality of ribs is made fromextruded aluminum.

In some embodiments, the structure includes a plurality of holesarranged in the second face for coupling the structure to a bumperassembly of the vehicle. In some embodiments, the first wall isconfigured to be arranged along the longitudinal frame element, and thefirst wall does not include holes for affixing to the longitudinal frameelement.

In some embodiments, the structure is configured to define when the loadis applied to the second wall such that the first spine and the secondspine are configured to align with respective walls of the crossmember.

In some embodiments, the structure includes a cover affixed on a top ofthe sidewall, the second spine, and the plurality of ribs. The cover isconfigured to be coupled to a body element of the vehicle.

In some embodiments, the first spine meets the first wall at a firstcurved interface, and the first spine meets the second wall at a secondcurved interface. For example, the structure may be substantially wedgeshaped and include curved or segmented regions where walls meet. In afurther example, in some embodiments, the structure includes a thirdwall longitudinally oriented to connect the second wall to the firstspine.

In some embodiments, the first spine and the second spine includerespective stiffnesses sufficient to transfer load to the crossmember.The plurality of ribs include respective stiffnesses to substantiallymaintain a distance between the first spine and the second spine,maintain alignment of the first spine and the second spine with thecrossmember during the small offset collision, or both.

In some embodiments, the structure is made using a method that includesextruding aluminum along an axis, and then cutting the extrusion to formthe structure. A billet is extruded along the axis to form a firstextrusion having a first length and a cross-section. The cross-section(e.g., the profile) includes a sidewall having a first walllongitudinally oriented, a second wall laterally oriented, and a firstspine angled to connect the first wall and the second wall. Thecross-section also includes a second spine and a plurality of ribs. Thesecond spine is substantially parallel to the first spine and arrangedinside of the sidewall. The plurality of ribs connect the first spineand the second spine, connect the second spine to the first wall and thesecond wall, or both. The structure is configured to deform when a loadis applied to the second wall such that the first spine and the secondspine align with an end of the crossmember to impart a lateral force onthe crossmember. The method includes cutting the extrusion at a firstposition along the axis, and then cutting the extrusion at a secondposition along the axis a predetermined length from the first positionto form the structure. For example, the predetermined length defines theheight of the structure when installed in a vehicle (e.g., from top tobottom). In some embodiments, the method includes forming a plurality ofthrough features in the second wall for securing the structure to avehicle. For example, the through features may include drilled holes orslots, machined holes or slots, any other suitable opening, or anycombination thereof. In some embodiments, the method includes welding orotherwise securing (e.g., fastening) a top plate to a top side of thestructure, a bottom plate to a bottom side of the structure, or both.For example, the top side and the bottom side are separated by thepredetermined length.

In some embodiments, the present disclosure is directed to a structurethat includes a sidewall (e.g., forming a wedge-shaped structure)including a first wall longitudinally oriented, a second wall laterallyoriented, and a third wall angled to connect the first wall and thesecond wall. The structure includes a top plate arranged on top of andaffixed to the sidewall, a bottom plate arranged below and affixed tothe sidewall, and an intermediate plate arranged between the top plateand the bottom plate. The structure is configured to deform when a loadis applied to the second wall such that the intermediate plate alignswith an end of the crossmember to impart a lateral force on thecrossmember. For example, in some embodiments, the sidewall, the topplate, the bottom plate, and the intermediate plate are made of sheetsteel. In a further example, the sidewall, the top plate, the bottomplate, and the intermediate plate are spot welded to form the structure.In some embodiments, the intermediate plate has a stiffness sufficientto transfer load to the crossmember.

In some embodiments, the structure includes a plurality of holesarranged in the second face for coupling the structure to a bumperassembly of the vehicle.

In some embodiments, the structure is configured to define when the loadis applied to the second wall such that the intermediate plate isconfigured to align with respective walls of the crossmember.

In some embodiments, the present disclosure is directed to a system formanaging wheel kinematics during a collision event. In some embodiments,the system includes a recess arranged in a frame member, a pin, a topplate, and a bottom plate. The pin is arranged vertically in the recessand configured to couple a lower control arm to the frame member. Thetop plate defines a top of the recess and includes a first throughfeature configured to accommodate the pin and constrain lateral motionof the pin, and a first break-away region including a reduced stiffness.The first break-away region is configured to fail under the collisionevent to allow the pin to move laterally out of the first throughfeature. The bottom plate defines a bottom of the recess and includes asecond through feature configured to accommodate the pin and constrainlateral motion of the pin, and a second break-away region including areduced stiffness. The second break-away region is configured to failunder the collision event to allow the pin to move laterally out of thesecond through feature.

In an illustrative example, in some embodiments, the first break-awayregion, the second break-away region, or both include one or morenotches such as a first notch and a second notch. In a furtherillustrative example, the first break-away region includes a firstregion of the top plate arranged between a first notch and the firstthrough feature, and a second region of the top plate arranged between asecond notch and the first through feature. The first region and thesecond region are configured to fail during the collision event. In someembodiments, the first through feature, the second through feature, orboth include a circular hole or a slot. In some embodiments, the firstbreak-away region, the second break-away region, or both are configuredto fail under the collision event by fracturing.

In some embodiments, a system for managing wheel kinematics during acollision event includes a lower control arm, a front mount, and a rearmount. The lower control arm is configured to couple a wheel to a framemember and includes a front portion and a rear portion. The front mountcouples the front portion of the lower control arm to the frame memberto form a first joint. The front mount includes a break-away regionconfigured to fail under the collision event to allow the front portionto move laterally away from the front mount. The rear mount couples therear portion of the lower control arm to the frame member forming asecond joint configured to constrain lateral displacement of the secondportion during the collision event.

In some embodiments, the front mount includes a through featureconfigured to accommodate a pin and constrain lateral motion of the pin.The pin couples the front portion of the lower control arm to the firstmount. The break-away region is configured to fail during the collisionevent to allow the pin to move laterally out of the through feature. Inan illustrative example, in some embodiments, the break-away regionincludes one or more notches such as a first notch and a second notch.In some embodiments, the break-away region includes a first regionarranged between a first notch and the through feature, and a secondregion arranged between a second notch and the through feature. Thefirst region and the second region are configured to fail during thecollision event. For example, in some embodiments, the break-away regionis configured to fail during the collision event by fracturing. In anillustrative example, the break-away region may be configured to failunder a load of 100 kN.

In some embodiments, the front mount includes a top through feature, abottom through feature vertically aligned with the top feature, and apin extending vertically through the top through feature and the bottomthrough feature. In some such embodiments, the front portion of thelower control arm is coupled to the pin, and the pin constrains lateralmotion of the front portion of the lower control arm.

In some embodiments, the present disclosure is directed to a mountconfigured to constrain and release a front portion of a lower controlarm. The mount includes a top through feature, a bottom through featurevertically aligned with the top feature, a pin extending verticallythrough the top through feature and the bottom through feature, and abreak-away region. The front portion of the lower control arm is coupledto the pin, and the pin constrains lateral motion of the front portionof the lower control arm. The break-away region is configured to failduring a collision event to allow the front portion to move laterallyaway from the first through feature. In some embodiments, the break-awayregion includes one or more notches such as a first notch and a secondnotch. For example, in some embodiments, a first notch and a secondnotch reduce a stiffness of the first mount to fail under the collisionevent.

In some embodiments, the mount includes a top plate in which the topthrough feature is arranged, and a bottom plate in which the bottomthrough feature is arranged. In some such embodiments, the break-awayregion includes a first break-away region of the top plate and a secondbreak-away region of the bottom plate.

In some embodiments, the mount includes a top section in which the topthrough feature is arranged, and a bottom section in which the bottomthrough feature is arranged. For example, the top section and the bottomsection may be two sections of a single component such as a C-shapedbracket.

In some embodiments, the present disclosure is directed to a deflectorapparatus for managing wheel kinematics during a small overlap collisionevent. The deflector apparatus includes a first section and a secondsection. The first section is arranged at an inside wall of a wheel welland substantially facing a wheel positioned in the wheel well. The firstsection comprises a hollow structure configured to absorb energy fromthe collision event by plastically deforming. The second section isarranged at an angle to the wheel and is configured to deflect the wheellaterally outwards from the vehicle away from an occupant compartmentduring the small overlap collision event. In an illustrative example, insome embodiments, the deflector apparatus is extruded from aluminum. Forexample, the first section and the second section may include extrudedaluminum.

In some embodiments, the deflector apparatus is configured to bearranged at the base of a hinge-pillar. In some such embodiments, thedeflector apparatus includes a set of through features configured toaccommodate a corresponding set of fasteners affixed to thehinge-pillar. The hinge pillar provides support for a door hinge, forexample.

In some embodiments, the deflector apparatus includes a set of throughfeatures configured to accommodate a corresponding set of fastenersaffixed to a rear of the wheel well.

In some embodiments, the deflector apparatus includes an absorberarranged behind the first section and configured to further absorbenergy from the collision event by plastically deforming. In someembodiments, the deflector apparatus includes an absorber arrangedbehind the frame coupler and configured to further absorb energy fromthe collision event by plastically deforming.

In some embodiments, the deflector apparatus includes a frame couplerconfigured to affix a frame system and a body system. The occupantcompartment is formed by the body system, and the frame coupler isarranged behind the first section.

In some embodiments, the present disclosure is directed to a vehicleconfigured for managing wheel kinematics during a small overlapcollision event. The vehicle includes a first wheel, a first wheelmount, a first wheel well configured to accommodate the first wheel, aframe system, an occupant compartment, and a deflector. The frame systemincludes a first pillar arranged at a first position, which is arrangedat a rear and laterally outside portion of the first wheel well. Thedeflector is affixed in the first wheel well at the first position. Thedeflector includes a first section having a hollow structure configuredto absorb energy from the collision event by plastically deforming, anda second section arranged at an angle to the first wheel and configuredto deflect the first wheel laterally outwards from the vehicle toprevent intrusion of the first wheel into the occupant compartmentduring the collision event. In an illustrative example, in someembodiments, the deflector is extruded from aluminum.

In some embodiments, the deflector is configured to be arranged at thebase of a hinge-pillar. In some such embodiments, the deflector includesa set of through features configured to accommodate a corresponding setof fasteners affixed to the hinge-pillar. In some embodiments, thedeflector includes a set of through features configured to accommodate acorresponding set of fasteners affixed to a rear of the wheel well.

In some embodiments, the vehicle includes an absorber arranged behindthe first section and configured to further absorb energy from thecollision event by plastically deforming. In some embodiments, thevehicle includes an absorber arranged behind the frame coupler andconfigured to further absorb energy from the collision event byplastically deforming.

In some embodiments, the vehicle includes a frame coupler configured toaffix a frame system and a body system. The occupant compartment isformed by the body system, and the frame coupler is arranged behind thefirst section.

In some embodiments, the wheel includes a plurality of radial spokes,and the deflector is configured to deflect the plurality of spokes awayfrom the occupant compartment during the collision event. For example,in some embodiments, the wheel mount includes a lower control armconfigured to direct the plurality of radial spokes to the deflectorduring the collision event.

In some embodiments, the present disclosure is directed to a system formanaging wheel kinematics during a small overlap collision event of avehicle. The system includes a frame system, a body system, a framecoupler, and a deflector. The frame system includes a first pillararranged at first position at a laterally outside portion of a rear ofthe first wheel well. The body system includes an occupant compartment.The frame coupler at least partially affixes the frame system to thebody system. The deflector is affixed to the frame coupler and faces awheel in the first wheel well. The deflector includes a first sectionhaving a hollow structure configured to absorb energy from the collisionevent by plastically deforming, and a second section arranged at anangle to the wheel and configured to deflect the wheel laterallyoutwards from the vehicle to prevent intrusion of the wheel into theoccupant compartment during the small overlap collision event. In someembodiments, the system includes an absorber arranged behind the framecoupler and that is configured to further absorb energy from thecollision event by plastically deforming.

In some embodiments, a vehicle includes a crossmember and structure forgenerating lateral loads, a lower control arm configured to break-away,and a deflector, or any combination thereof, to manage loads during acollision event such as a small offset crash.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure, in accordance with one or more variousembodiments, is described in detail with reference to the followingfigures. The drawings are provided for purposes of illustration only andmerely depict typical or example embodiments. These drawings areprovided to facilitate an understanding of the concepts disclosed hereinand shall not be considered limiting of the breadth, scope, orapplicability of these concepts. It should be noted that for clarity andease of illustration these drawings are not necessarily made to scale.

FIG. 1 shows several arrangements of vehicles during a small overlapcollision, in accordance with some embodiments of the presentdisclosure;

FIG. 2 shows several bottom views of an illustrative system for managinglateral loads during a small overlap collision and a system having abreak-away region, in accordance with some embodiments of the presentdisclosure;

FIG. 3 shows a perspective view, from above, of an illustrativestructure for managing lateral loads in a front crash, in accordancewith some embodiments of the present disclosure;

FIG. 4 shows two bottom views of an illustrative structure for managinglateral loads in a front crash, before and during an impact, inaccordance with some embodiments of the present disclosure;

FIG. 5 shows illustrative structures for managing lateral loads in afront crash, in accordance with some embodiments of the presentdisclosure;

FIG. 6 shows a top view of an illustrative mount having a break-awayregion, before and after failure of the break-away region, in accordancewith some embodiments of the present disclosure;

FIG. 7 shows a perspective view of an illustrative system including partof a lower control arm, and a mount having a break-away region, inaccordance with some embodiments of the present disclosure;

FIG. 8 shows a bottom view of a portion of an illustrative vehiclehaving a wheel deflector, in accordance with some embodiments of thepresent disclosure;

FIG. 9 shows a bottom view of a portion of the illustrative vehicle ofFIG. 8 with the frame coupling removed, in accordance with someembodiments of the present disclosure;

FIG. 10 shows a perspective view of a portion of the illustrativevehicle of FIG. 8, with the wheel removed, in accordance with someembodiments of the present disclosure; and

FIG. 11 shows a perspective view of the deflector of FIG. 8, inaccordance with some embodiments of the present disclosure.

DETAILED DESCRIPTION

In some embodiments, the present disclosure is directed to structuresarranged in the front of the vehicle, configured to affect thecrashworthiness of a vehicle, particularly in small offset frontcollisions. The structures of the present disclosure may be designed tomeet the most common mode of accidents, which are well-defined by theInsurance for Institute of Highway Safety (IIHS) and its test protocolon Small Overlap Rigid Barrier (commonly known as SORB). A vehicle mayinclude structures and systems for managing loads, deformation, andkinematics during such a crash. For example, a vehicle may include acrossmember and structure for generating lateral loads to move thevehicle away from the barrier, a lower control arm configured tobreak-away to direct the wheel away from an occupant compartment, adeflector to aid in directing the wheel away from the occupantcompartment, any other suitable features or components, or anycombination thereof, to manage loads during a collision event such as asmall offset crash.

The systems and structures of FIGS. 2-11 may be combined or otherwisemodified to provide reduced intrusion into an occupant compartment froma small offset collision.

In some embodiments, the structures of the present disclosure addressthe issue of creating a cross-car load-path, which plays a role indeflection of the vehicle off of a barrier. In an illustrative example,the structures of the present disclosure include one or more wedges anda cross member. For example, the structure may include two wedges, oneon either side of the vehicle, and a crossmember extending laterallyacross the frame of the vehicle.

FIG. 1 shows several arrangements of vehicles 101 and 102 during a smalloverlap collision, in accordance with some embodiments of the presentdisclosure. Vehicle 101 includes a structure in accordance with thepresent disclosure. Arrangement 100 corresponds to a pre-eventarrangement, wherein vehicle 101 is approaching vehicle 102 with a smalloverlap (e.g., designated as “L” in the figure). Arrangement 150corresponds to an arrangement during the event, wherein the structure ofvehicle 101 is reacting to loads from the collision, thus generatinglateral displacement (e.g., along the “Y” axis). Arrangement 170corresponds to an arrangement substantially after the event, whereinvehicle 101 is laterally offset from vehicle 102 (e.g., offset along the“Y” axis). It will be understood that while the description of FIG. 1 isin the context of the structure of vehicle 101, vehicle 102 may alsohave a similar structure to generate lateral loads (e.g., both vehicles101 and 102 may include structure in accordance with the presentdisclosure).

Referencing arrangement 100, vehicle 101 and vehicle 102 may beapproaching head-on, one vehicle may be stationary and the otherapproaching, or alternatively (not shown), vehicle 102 may be replacedby a substantially rigid barrier. In any of these scenarios, vehicle 101is configured to transfer some of the kinetic energy along the “X” axisinto kinetic energy along the “Y” axis, thus causing lateraldisplacement. A small overlap collision can cause significant damage toa vehicle, including intrusion into the passenger cabin. Without somelateral displacement, the full energy of impact is experienced by thevehicle. By deflecting the collision by imparting lateral displacement,vehicle 101 may undergo less damage, experience less energy dissipation,and expose the occupant compartment to less force or impact.

Referencing arrangement 150, the structure of vehicle 101 generateslateral forces that cause lateral displacement. Effectively, the lateralforces decrease the value of “L” as the event proceeds, thus movingvehicle 101 and vehicle 102 laterally away from each other.

Referencing arrangement 170, vehicle 101 has been displaced laterally adistance of “L” or even greater such that vehicle 101 and vehicle 102 donot overlap and thus can continue moving substantially past each other.By generating lateral forces, the structure of vehicle 101 causesvehicle 101 to move away from vehicle 102 along the “Y” axis.

FIG. 2 shows several bottom views (e.g., panels 200, 201, and 202) of anillustrative system for managing lateral loads during a small overlapcollision and a system having a break-away region, in accordance withsome embodiments of the present disclosure. Panels 200, 201, and 202illustrate bottom views of a corner of an illustrative vehicleundergoing a small overlap collision event.

As illustrated in FIG. 2, the vehicle includes element 211, which isconfigured to engage crossmember 215 during a small overlap collision.For example, element 211 may be referred to herein as a “wedge,” and isconfigured to transmit force to cross member 215 to cause lateraldisplacement of the vehicle during the small overlap collision (e.g., asdescribed in the context of FIGS. 3-4).

Lower control arm 230 is secured to mount 221, which includes abreak-away region, by pin 299, and also to mount 233 (e.g., a rearmount). Mount 221, as illustrated includes a top section (e.g., the topof a C-shaped mount as illustrated) and a bottom section (e.g., thebottom of the C-shaped mount). Mount 221 couples control arm 230 toframe member 231. For example, as illustrated, pin 299 constrainslateral displacement of the front portion of control arm 230. In afurther example, pin 299 and the end of lower control arm 230 may form aball joint or other suitable joint for connecting control arm 230 tomount 221. In some embodiments, pin 299 may be considered part of mount221 (e.g., a mount may include a bracket and joint structure). Mount 221is rigidly affixed to frame member 231, and thus mount 221 isconstrained from displacement relative to frame member 231.

Panel 200 corresponds to a pre-collision configuration. Panel 201corresponds to a configuration during a small overlap collision. Panel202 corresponds to a configuration during a small overlap collision at alater time than that illustrated in panel 201. Upon colliding with arigid barrier (e.g., a structure, another vehicle, any other suitablerigid object having a suitable mass and stiffness) during a smalloverlap collision, element 211 is configured to be loaded by the barrierlaterally into crossmember 215 thus imparting a lateral force oncrossmember 215. The lateral force causes a lateral displacement suchthat the vehicle moves laterally away from the rigid barrier. Further,during the small overlap collision, as wheel 250 is loaded in thelongitudinal direction (e.g., front to back), lower control arm 230 isloaded. Mount 221 is configured to break away during the collision, andthus stop constraining the front end of lower control arm 230. Forexample, pin 299 is configured to be loaded by lower control arm 230 andbreak-away from mount 221. After breaking away from mount 221, lowercontrol arm 230 is constrained by rear mount 233, and it may pivot aboutrear mount 233. By breaking away from mount 221, the pivot point isshifted to rear mount 233, thus preventing wheel 250 from following atrajectory more directly into an occupant compartment (e.g., towards thecenter of the vehicle).

Although not shown in FIG. 2, in some embodiments, a deflector isincluded at the rear of the wheel well of wheel 250. For example, asillustrated in FIGS. 7-10, a deflector may be configured to furtherdirect wheel 250 away from the occupant compartment to preventintrusion. In a further example, a vehicle may include element 211 andcrossmember 215, mount 221, and the deflector, on one or both sides ofthe vehicle, to mitigate intrusion during a small overlap collision.

FIGS. 3-4 illustrate structures for managing loads in a front crash. Forexample, FIG. 3 illustrates an illustrative wedge and crossmemberassembly that may correspond to panel 550 of FIG. 5 (e.g., a weldedsteel wedge). In a further example, FIG. 4 illustrates deformation of awedge and crossmember assembly that may correspond to panel 500 of FIG.5 (e.g., an extruded wedge). Any suitable structure (e.g., wedge ancrossmember), having any suitable construction, may be used inaccordance with the present disclosure.

FIG. 3 shows a perspective view, from above, of an illustrativestructure for managing lateral loads in a front crash, in accordancewith some embodiments of the present disclosure. For example, thestructure of FIG. 3 may be included in vehicle 101 of FIG. 1 to generatelateral forces and displacement.

Vehicle portion 300 includes bumper assembly 305, plates 303 and 304,frame members 301 and 302, and a structure that includes wedges 311 and312 and crossmember 315. Bumper system 305 interfaces to plates 303 and304, which may be part of, or are otherwise affixed to, respective framemembers 301 and 302. Frame members 301 and 302 extend substantiallylongitudinally along vehicle portion 300, although frame members 301 and302 may exhibit some curvature or other non-linear shape. In anillustrative example, and as illustrated, frame members 301 and 302 mayinclude tubing having a cross-sectional shape indicative of a roundedrectangle.

In some embodiments, each of wedges 311 and 312 includes a compositionof three stamped pieces affixed together. For example, to illustrate,the wedge may include steel stampings of cold stamped dual-phase DP980grade (e.g., having a yield strength of approximately 700 MPa and anultimate tensile strength of approximately 1000 MPa) spot-welded to eachother at multiple locations to form the wedge. In some embodiments, eachof wedges 311 and 312 is connected to plates 303 and 304, respectively(e.g., Steel HSLA 500 plates) joining bumper system 305 and the frontrail assembly (e.g., frame members 301 and 302 running longitudinallyalong the vehicle, front to back).

In an illustrative example, crossmember 315 extends between the frontrails (e.g., frame members 301 and 302, as illustrated) which is secured(e.g., MIG welded, otherwise welded, or otherwise affixed) to both framemembers 301 and 302. In some embodiments, for example, crossmember 315may include martensite steel with the nomenclature MS 1500, a yieldstrength of approximately 1100 MPa, and an ultimate tensile strength ofapproximately 1500 MPa.

In an illustrative example, during the event of a 25% overlap crash onthe same side of the vehicle as wedge 311, the bumper beam (of bumpersystem 305) rotates onto wedge 311 in order to provide the requiredmoment to rotate wedge 311 and line up against crossmember 315. Thisallows the vehicle structure to provide a lateral push to the vehiclewith sufficient lateral forces acting against it. In some embodiments,the middle reinforcement in wedge 311 lines up against crossmember 315(e.g., in the center of crossmember 315 vertical-wise) so that thestack-up is near perfect in terms of a push along the “Y” axis. Themiddle reinforcement may include a horizontal plate (e.g., spot-weldedto the lateral sides of wedge), a set of ribs and spines, any othersuitable features, or any combination thereof. As illustrated, the endsof the crossmember are angled such that the front length of thecrossmember is shorter than the rear length. For example, the side ofcrossmember 315 nearest bumper system 305 is shorter than the rear side.This tapering may improve, for example, engagement of either of wedges311 or 312 with the respective end of crossmember 315 (e.g., preventglancing contact).

Wedges 311 and 312 each include a first face arranged along a laterallyouter edge of the respective frame member (e.g., of frame members 301and 302) and a second face affixed to the respective bumper plate (e.g.,of plates 303 and 304), which are arranged along bumper system 305(e.g., bolted against bumper system 305). The first face and the secondface are arranged at approximately 90° to each other, forming a wedgeangle of approximately 90°. In an illustrative example, the wedge angleis configured to decrease when the wedge is loaded (e.g., the secondface deflects towards the first face during the small overlapcollision), thus elongating the wedge longitudinally via deformation,causing the wedge to engage with crossmember 315.

FIG. 4 shows two bottom views (e.g., panels 400 and 401) of anillustrative structure for managing lateral loads in a front crash,before and during an impact, in accordance with some embodiments of thepresent disclosure. Panel 400 shows a configuration just before a smalloverlap collision, and panel 401 shows a configuration during the smalloverlap collision. As illustrated in panels 400 and 401, the structure(e.g., which may be similar to the structure illustrated in FIG. 3)includes bumper assembly 405, frame member 402 (e.g., which interfacesto bumper assembly 405), element 411 (e.g., a “wedge”), and crossmember415. Frame member 402 extends substantially longitudinally along thevehicle and may exhibit some curvature or other non-linear shape. Thestructure may allow for improved energy absorption in an event of crashand an initial lateral push of the vehicle in the “Y” direction. Toillustrate, the rigid barrier (e.g., a building, vehicle, or othersubstantially rigid barrier) impacts the vehicle, and bumper system 405loads frame member 402 and element 411. During the collision event,element 411, which may deform under loading, engages and applies lateralforce to cross member 415 in the “Y” direction. The lateral force causesthe vehicle to move in the “Y” direction, away from the rigid barrier.Element 411 is illustrated and annotated in further detail in FIG. 5.

FIG. 5 shows illustrative structures for managing lateral loads in afront crash, in accordance with some embodiments of the presentdisclosure. Panel 500 shows a configuration, without deformation, ofillustrative element 511 (e.g., a “wedge”), frame member 502, bumperinterface 501, and cross-member 515. Spines 521 and 531 of element 511are configured and arranged to, upon loading in direction 510 during asmall overlap collision, align with the forward and rear edges of thenear end of crossmember 515, thus imparting lateral loading on the endof crossmember 515 (e.g., to cause lateral displacement). Because spines521 and 531 are relatively stiff (e.g., further stiffened by ribs 541,of which several are indicated in panel 500), they are able to impartload onto crossmember 515 rather than deforming significantlythemselves. In an illustrative example, element 511 may be formed byextruding aluminum (e.g., and any suitable subsequent processing ormachining). For example, a single length of extruded aluminum having aprofile as shown on the top of element 511 can be cut into multiplewedges that can be used on both lateral sides of the vehicle. Using anextrusion technique provides a low cost and simple process formanufacturing the wedges. In addition, using extruded aluminum providesa weight savings compared to a wedge made out of steel. In a furtherillustrative example, element 511 may be secured to bumper interface 501(e.g., using fasteners, bonding, mechanical locking, or any othersuitable technique). In a further illustrative example, element 511 isnot secured to frame member 502 to allow avoid longitudinal constraintof element 511 by frame member 502 (e.g., which might impact alignmentof spines 521 and 531 with the end of crossmember 515). In someembodiments, a top plate, a bottom plate, or both may be affixed to(e.g., welded to or otherwise fastened to) element 511 (e.g., or a topof a sidewall, spine, and/or ribs thereof). For example, the top plateor bottom plate may include features for securing to body elements(e.g., a hood support, fender bracket, or other component).

Fasteners 503 secure element 511 to bumper interface 501, and mayinclude, for example, threaded nuts and bolts, threaded studs and nuts,screws, rivets, mechanical interlocks, welds, any other suitableaffixment, or any combination thereof. Features 504 are configured toaffix other components (e.g., a fender bracket or other body element).In some embodiments, element 511 includes a plurality of holes arrangedin wall adjacent bumper interface 501 for coupling element 511 to bumperinterface 501 of the vehicle. In some embodiments, the wall of element511 arranged along frame element 502 and does not include holes foraffixing to the frame element 502.

Element 511 is configured for generating side loads in a vehicle duringa small-offset collision and is configured to be arranged laterallyoutside of a longitudinal frame element of the vehicle. In someembodiments, element 511 includes a sidewall (e.g., forming awedge-shaped structure). The sidewall includes a first walllongitudinally oriented (e.g., along frame member 502), a second walllaterally oriented (e.g., along bumper interface 501), and a first spine(e.g., spine 521) angled to connect the first wall and the second wall.The structure also includes a second spine (e.g., spine 531)substantially parallel to the first spine, arranged inside of thesidewall. The structure also includes a plurality of ribs (e.g., ribs541) connecting the first spine and the second spine, connecting thesecond spine to the first wall and the second wall, or both. Thestructure is configured to deform when a load is applied to the secondwall such that the first spine and the second spine align with an end ofthe crossmember to impart a lateral force on the crossmember. Forexample, in some embodiments, a profile of the sidewall, the secondspine, and the plurality of ribs is made from extruded aluminum. Element511, as illustrated, is configured to define when the load is applied tothe wall adjacent bumper interface 501 such that spines 521 and 531 areconfigured to align with respective walls of crossmember 515.

In some embodiments, spine 521 meets the wall of element 511 adjacentframe member 502 at a curved interface. In some embodiments, spine 521meets the wall of element 511 adjacent bumper interface 501 at a curvedinterface. For example, element 511 may be substantially wedge shapedand include curved or segmented regions where walls meet. In a furtherexample, in some embodiments, element 511 includes third walllongitudinally oriented to connect spine 521 and the wall of element 511adjacent bumper interface 501.

In some embodiments, spines 521 and 531 have stiffnesses sufficient totransfer load to crossmember 515. Ribs 541 have stiffnesses tosubstantially maintain a distance between spines 521 and 531, maintainalignment of spines 521 and 531 with crossmember 515 during the smalloffset collision, or both.

In some embodiments, element 511 is formed by extruding aluminum alongan axis, and then cutting the extrusion to form the structure. A billetis extruded along the axis to form a first extrusion having a firstlength and a cross-section. The cross-section (e.g., the profile)includes a sidewall having a first wall longitudinally oriented (e.g.,configured to be arranged along frame member 502), a second walllaterally oriented (e.g., configured to be arranged along bumperinterface 501), and a first spine (e.g., spine 521) angled to connectthe first wall and the second wall. The cross-section also includes asecond spine (e.g., spine 531) and a plurality of ribs (e.g., ribs 541).The second spine is substantially parallel to the first spine andarranged inside of the sidewall. The plurality of ribs connect the firstspine and the second spine, connect the second spine to the first walland the second wall, or both. The structure is configured to deform whena load is applied to the second wall such that the first spine and thesecond spine align with an end of a crossmember (e.g., crossmember 515)to impart a lateral force on the crossmember. The method includescutting the extrusion at a first position along the axis, and thencutting the extrusion at a second position along the axis apredetermined length from the first position to form the structure. Forexample, the predetermined length defines the height of the structurewhen installed in a vehicle (e.g., from top to bottom, as illustrated).In some embodiments, the technique includes forming a plurality ofthrough features in the second wall for securing the structure to avehicle (e.g., to accommodate fasteners 503). For example, the throughfeatures may include drilled holes or slots, machined holes or slots,any other suitable opening, or any combination thereof. In someembodiments, the method includes welding or otherwise securing (e.g.,fastening) a top plate to a top side of the structure (not shown), abottom plate to a bottom side of the structure (not shown), or both. Forexample, the top side and the bottom side are separated by thepredetermined length.

Panel 550 shows element 560 made of sheet metal. Element 560 includestop sheet 551, middle sheet 552, and bottom sheet 553, with lateralsheet 554 extending around the sides of element 560. For example, tocontrast, element 560 does not include a rib-spine structure such aselement 511 of panel 500. In some embodiments, element 560 is made ofsteel sheet, cut and/or bent to a suitable shape and secured (e.g., spotwelded). Middle sheet 552 provides stiffness to transfer to load to anend of a crossmember without undergoing significant deformation (e.g.,element 560 is sufficiently stiff to impart a lateral load onto an endof the crossmember).

In some embodiments, the present disclosure is directed to a structure(e.g., element 560) that includes a sidewall (e.g., forming awedge-shaped structure) including a first wall longitudinally oriented,a second wall laterally oriented, and a third wall angled to connect thefirst wall and the second wall. The structure includes a top plate(e.g., top sheet 551) arranged on top of and affixed to the sidewall, abottom plate (e.g., bottom sheet 553) arranged below and affixed to thesidewall, and an intermediate plate (e.g., middle sheet 552) arrangedbetween the top plate and the bottom plate. The structure is configuredto deform when a load is applied to the second wall such that theintermediate plate aligns with an end of the crossmember to impart alateral force on the crossmember. For example, in some embodiments, thesidewall, the top plate, the bottom plate, and the intermediate plateare made of sheet steel. In a further example, the sidewall, the topplate, the bottom plate, and the intermediate plate are spot welded toform the structure. In some embodiments, the intermediate plate (e.g.,middle sheet 552) has a stiffness sufficient to transfer load to thecrossmember.

In some embodiments, element 560 is formed by stamping, pressing,laser-cutting, plasma-cutting, water-jet cutting, or otherwise cuttingsheet steel to form one or more cutouts. The one or more cutouts arefolded, bent, or otherwise formed to generate a structure, and the oneor more cutouts are welded at one or more locations to secure thestructure.

As shown in FIGS. 1-5, a lateral load may be imparted to a vehicle toreduce intrusion into an occupant compartment. During the collisionevent, the wheel may be loaded rearward, and thus may approach anoccupant compartment. In some embodiments, the present disclosure isdirected to systems and structures for managing the kinematics of thewheel to direct the wheel away from the occupant compartment as leastpartially. FIGS. 6-7 illustrate a control arm mount configured tobreak-away to manage kinematics of the wheel.

FIG. 6 shows a top view of illustrative mount 601 having break-awayregion 605, before (e.g., arrangement 600) and after (e.g., arrangement650) failure of break-away region 605, in accordance with someembodiments of the present disclosure. Mount 601 (e.g., which may besimilar to mount 221 of FIG. 2) includes through feature 602 (e.g., aslot as illustrated, although any suitable through feature may beincluded), and break-away region 605 (e.g., defined at least in part bynotch 604 and notch 603, as illustrated). As illustrated, pin 699, whichis coupled to a lower control arm, is arranged in through feature 602.For example, in arrangement 600 (e.g., a pre-collision arrangement), pin699 is constrained to lateral displacement within through feature 602(e.g., pin 699 can move within the slot under loading). Notches 603 and604 introduce relatively weakened regions (e.g., the regions betweeneach notch and through feature 602) in terms of tensile strength ascompared to a mount not having the notches. For example, notch 603,notch 604, and through feature 602 define break-away region 605.

Break-away region 605 exhibits a reduced tensile strength at itsboundary and is configured to fail under a collision event to allow pin699 to move laterally out of through feature 602, as illustrated inarrangement 650. In some embodiments, break-away region 605 isconfigured to fail and release pin 699 during the collision event byfracturing. In some embodiments, break-away region 605 is configured tofail and release pin 699 during the collision event by plasticallydeforming and opening through feature 602 to a boundary of mount 601. Inan illustrative example, referencing arrangement 600, pin 699 may beloaded by a force in direction 610 (e.g., or other suitable direction).Pin 699 transmits the load to mount 610, and the resultant load causesbreak-away region 605 to fail, as illustrated in arrangement 650. Inarrangement 650, for example, pin 699 is no longer constrained laterallyby through feature 602. In an illustrative example, break-away region605 may be configured to fail under a loading of 100 kN, 150 kN, or anyother suitable loading in accordance with the present disclosure. Itwill be understood that notch 603 and 604 may include any suitablecross-sectional shape, having any suitable geometric properties, todefine a break-away region of a mount, in accordance with the presentdisclosure.

FIG. 7 shows a perspective view of an illustrative system including partof lower control arm 730 (e.g., which may be the same as or similar tolower control arm 230 of FIG. 2), and mount 701 (e.g., which may besimilar to mount 221 of FIG. 2) having a break-away region (e.g.,defined by through feature 713 and 714), in accordance with someembodiments of the present disclosure. Mount 701, as illustratedincludes a top section (e.g., section 710, which is the top of aC-shaped mount as illustrated) and a bottom section (e.g., section 720,which is the bottom of a C-shaped mount as illustrated). In someembodiments (not illustrated in FIG. 7), the top and bottom sections maybe separate components such as separate plates (e.g., rather thanplates/sections of a C-shaped structure). Mount 701 couples control arm730 to frame member 740. For example, as illustrated, pin 799 constrainslateral displacement of the front portion of control arm 730. In afurther example, pin 799 and the end of lower control arm 730 may form aball joint or other suitable joint for connecting control arm 730 tomount 701. In some embodiments, pin 799 may be considered part of mount701 (e.g., a mount may include a bracket and joint structure). Mount 701is rigidly affixed to frame member 740, and thus mount 701 isconstrained from displacement relative to frame member 740.

Section 710 includes a though feature that is configured to accommodatepin 799 and constrain lateral displacement of pin 799 during normaloperation. Section 710 also includes features 713 and 714, illustratedas notches in FIG. 7, which define a break-away region (e.g., similar tobreak-away region 605 of FIG. 6). The break-away region exhibits areduced tensile strength at its boundary and is configured to fail undera collision event to allow pin 799 to move laterally out of the throughfeature of section 710. Section 720 also includes a through feature (notvisible in FIG. 7) that is configured to accommodate pin 799 andconstrain lateral displacement of pin 799 during normal operation.Section 720 also includes features for defining a break-away region(e.g., similar to the break-away region of section 710), but thefeatures are not visible in FIG. 7 (e.g., hidden by control arm 730).

In an illustrative example, a system for managing wheel kinematicsduring a collision event may include a recess arranged in a framemember, a pin arranged vertically in the recess, a top plate, and abottom plate. The pin (e.g., pin 799) may be configured to couple alower control arm (e.g., lower control arm 730) to the frame member andconstrain vertical displacement of the lower control arm relative to theframe member. For example, the frame member may include one or morebeams, mounts, any other suitable structural components, or anycombination thereof (e.g., frame member 740 and mount 701 may becombined and referred to as a frame member). The top plate, the bottomplate, or both may include respective through features configured toaccommodate the pin and constrain lateral motion of the pin. Further,the top plate, the bottom plate, or both may include a respectivebreak-away region having a reduced stiffness configured to fail underthe collision event to allow the pin to move laterally out of thethrough feature.

As illustrated, features 713 and 714 are notches. Any suitable throughor recess feature may be included to define a break-away region ofsection 710, section 720, or both. For example, features include blindor through holes, blind or through slots, blind or through notches, andother suitable blind or through features, or any combination thereofthat define a break-away region. To illustrate, the break-away region isconfigured to fail (e.g., plasticly deform, fracture, or otherwise fail)during a small overlap collision (e.g., under loading experienced duringthe collision). To further illustrate, in some embodiments, thebreak-away region is configured to fail under a load of 100 kN (or anyother suitable threshold).

In an illustrative example, a lower control arm (e.g., lower control arm230 of FIG. 2, or lower control arm 730 of FIG. 7) or “A-arm” may bedesigned to pull out of a mount at about 40 ms into the collision eventsuch that the wheel follows a trajectory based on kinematics. Forexample, other joints (e.g., rear mount 233 of FIG. 2, a lower controlarm-to-knuckle joint, an upper control arm-to-knuckle joint, atie-rod-to-knuckle joint, any other suitable joint, or any combinationthereof) may be included to couple lower control arm 230 to the framemember and govern the kinematics after pull out.

In some embodiments, a lower control arm (e.g., lower control arm 230 ofFIG. 2, lower control arm 730 of FIG. 7) may be constructed of analuminum material (e.g., forged aluminum 6110 T6). The lower control armmay be configured to pull out of a subframe clevis (e.g., of mount 221of FIG. 2, mount 601 of FIG. 6, or mount 701 of FIG. 7). For example,the mount may be constructed of aluminum (e.g., 6008 T79 gradealuminum), and may be configured to fracture at about 40 ms into thecollision event (e.g., with suitable strain values). In an illustrativeexample, the clevis (e.g., which includes the features defining thebreak-away region) may include a 3 mm slot, both at the top and bottom.When loaded by the collision event in tension with 150 kN of force inthe cross-car direction, the clevis fractures the slot constraining thepin to pull the lower control arm out of the slot, thus assistingkinematics of the wheel. To further illustrate, the clevis (e.g., mount221 of FIG. 2, mount 601 of FIG. 6, or mount 701 of FIG. 7) may beMIG-welded to the rest of an aluminum 6008 T79 subframe. In someembodiments, the lower control arm is secured against the subframeclevis by a fastener, optionally with a preload. For example, the lowercontrol arm may be secured against the subframe clevis with an M16 bolt,under a preload of 80 kN, with a bushing arranged around the bolt toimprove, maintain, or otherwise impact vehicle suspension performance.To illustrate, the subframe clevis may be configured to exhibit materialfracture in order to release the pin and release the lower control armat a suitable loading under collision (e.g., at 150 kN of crash loads inthe lateral direction).

To illustrate, the break-away region allows management of wheelkinematics to avoid the wheel stacking up against a hinge pillar androcker of the vehicle. The reduction in loading against the hinge pillarprovides for reduced intrusion into the occupant compartment, thebattery pack structure (e.g., of an electric vehicle), or both. Forexample, referencing FIG. 2, if lower control arm 230 rotated about pin299 (e.g., did not break-away), wheel 250 would be directed inward. Bybreaking away, lower control arm 230 causes wheel 250 to take a paththat stays further outside (laterally) than a path wheel 250 would takeif lower control arm 230 did not break-away.

As shown in FIGS. 1-5, a lateral load may be imparted to a vehicle toreduce intrusion into an occupant compartment. During the collisionevent, the wheel may be loaded rearward, and thus may approach anoccupant compartment. As shown in FIGS. 6-7, in some embodiments, thepresent disclosure is directed to systems and structures for managingthe kinematics of the wheel to direct the wheel away from the occupantcompartment as least partially. FIGS. 8-11 illustrate a deflectorconfigured to further manage kinematics of the wheel by deflecting itaway from the occupant compartment.

FIG. 8 shows a bottom view of a portion of illustrative vehicle 800having wheel deflector 860, in accordance with some embodiments of thepresent disclosure. FIG. 9 shows a bottom view of a portion ofillustrative vehicle 800 of FIG. 8 with frame coupling 804 removed, inaccordance with some embodiments of the present disclosure. FIG. 10shows a perspective view of a portion of illustrative vehicle 800 ofFIG. 8, with wheel 850 removed, in accordance with some embodiments ofthe present disclosure. Vehicle 800 includes wheel 850 affixed tomounting system 852, wheel well 851, body system 802, frame system 803,frame coupling 804, and deflector 860. For example, mounting system 852may include a spindle, control arms, suspension components, brakingcomponents, steering components, structural components, any othersuitable components, or any suitable combination thereof. In a furtherexample, wheel 850 and at least some of mounting system 852 are arrangedin wheel well 851. In a further example, body system 802 may include anoccupant compartment. In a further example, frame system 803 may includea structural frame and a battery system, suspension system, steeringsystem, electrical system, any other suitable system, or any suitablecombination thereof.

During a small offset collision event, wheel 850 may be loaded indirection 810 (e.g., as illustrated in FIGS. 8 and 10). As wheel 850 isdisplaced relative to wheel well 851 during a collision event, wheel 850approaches deflector 860. Deflector 860 is configured to absorb someenergy from wheel 850 (e.g., by plastically deforming). For example, thestructure of deflector 801 may be designed with ribs and hollow portions(e.g., to result in a stiffness) to buckle or deform under loading.Further, section 861 (e.g., an angled portion) of deflector 860 isconfigured to cause wheel 850 to deflect away from frame system 803, anoccupant compartment of body system 802, or both.

Referencing FIG. 9, wherein frame coupling 804 is removed, absorber 870is shown arranged between deflector 860 and frame system 803. Absorber870 is arranged behind frame coupler 804, as illustrated, and configuredto further absorb energy from deflector 860 that arises from wheel 850.In some embodiments, absorber 870 need not be included or may otherwisebe included as part of deflector 860. Components such as wheel 850 thatmay impact deflector 860 may have sufficient energy to otherwise intrudeinto the occupant compartment of body system 802 if (i) that energy isnot partially absorbed by deflector 860, absorber 870, or both, or if(ii) the component is not otherwise deflected away from frame system803, body system 802, or both. In an illustrative example, absorber 870is arranged behind section 862 and is configured to further absorbenergy from the collision event by plastically deforming.

Referencing FIG. 10, wherein wheel 850 is removed, hinge pillar 805 ofbody system 802 is shown more clearly. Further, occupant compartment 840is illustrated in FIG. 10 (e.g., occupant compartment 840 is not visiblein FIGS. 8-9, both of which include bottom views). Mounting system 852remains in place in FIG. 10 (e.g., and includes a rotor, caliperassembly, spindle, suspension arms, etc.).

FIG. 11 shows a perspective view of deflector 860 of FIG. 8, inaccordance with some embodiments of the present disclosure. Deflector860 includes holes 864 and 865 for mounting to body system 802 or amember thereof, holes 866 and 867 for accessing mounting holes (notvisible in FIG. 6) for mounting deflector 860 to frame coupler 804,feature 868 (e.g., for attaching a wheel well liner or inner fender),section 861, section 862, and section 863. In some embodiments, forexample, deflector 860 is an aluminum extrusion (e.g., with at leastsome recess features and through features machined after extrusion).

In some embodiments, deflector 860 is configured to allow spokes orother features of wheel 850 to move away from occupant compartment 840such that wheel 850 does not get caught up between the barrier andoccupant compartment 840, which might cause large intrusions in thefootrest and toe-pan region.

In some embodiments, deflector 860, absorber 870, and frame coupler 804form a system for deflecting wheel 850. In some such embodiments, thesystem is affixed to four structures: a portion of wheel well 851, framemember 803, a portion of body system 802, and hinge pillar 805. In anillustrative example, deflector 860, absorber 870, or both may beconstructed of (e.g., extruded from) aluminum. To further illustrate,deflector 860, absorber 870, or both may be constructed of aluminum ofgrade 6008 T74 temper with a yield strength of 275 MPa, an ultimatetensile strength of 320 MPa, and a total elongation of 12%. In someembodiments, for example, frame coupler 804 is configured (e.g., hotstamped) to achieve a Yield strength of 1000 MPa and an Ultimate tensilestrength of 1500 MPa with total elongation of about 7% (e.g., framecoupler 804 may be a steel-press-hardened stamping). To illustrate,deflector 860 and absorber 870 may be extrusions of multiple thicknessesranging from 2.5 mm to 6.5 mm, while frame coupler 804 may include asteel stamped part (e.g., having a thickness of 2.4 mm or any othersuitable thickness).

In an illustrative example, deflector 860 is arranged between wheel well851 and hinge pillar 805, and is capable of transferring up to 500 kNloads in a crash event to hinge pillar 805 and frame coupling 804, bodysystem 802, and frame system 803 so that intrusion into occupantcompartment 840 may be mitigated.

Deflector 860 includes tapered surface (e.g., section 861) for engagingthe wheel spokes and pushing them away from occupant compartment 840during a small overlap offset crash. For example, in the context of anelectric vehicle, a battery pack may be arranged underneath the floor ofthe vehicle (e.g., below occupant compartment 840). Deflector 860,absorber 870, and frame coupler 804 enable wheel 850 to move away fromthe battery pack in the event of a small overlap crash. Further,deflector 860, absorber 870, and frame coupler 804 protect flanges orother features of hinge pillar 805 (e.g., where the spot welds may beprone to fracture). In some embodiments, deflector 860, absorber 870,and frame coupler 804 cause kinematics that prevent wheel 850 fromstacking up against hinge pillar 805 and a rocker of body system 802thus allowing for lessened intrusion into occupant compartment 840, abattery pack structure, or both.

In some embodiments, deflector 860 includes section 862 arranged at aninside wall of wheel well 851 and substantially facing wheel 850.Section 862 includes, for example, a hollow structure configured toabsorb energy from the collision event by plastically deforming. In someembodiments, deflector 260 includes section 861 arranged at an angle towheel 850 (e.g., and section 862) and configured to deflect wheel 850laterally outwards from the vehicle to prevent intrusion of the wheelinto occupant compartment 840 during the collision event.

In an illustrative example, deflector 860 includes a set of throughfeatures (e.g., holes 864 and 865) configured to accommodate acorresponding set of fasteners affixed to the hinge-pillar. In someembodiments, deflector 860 includes a set of through features (e.g.,holes 866 and 867) configured to accommodate a corresponding set offasteners affixed to a rear of wheel well 851.

In an illustrative example, frame coupler 804 is arranged behind section862 and is configured to affix a frame system (e.g., frame member 803)and body system 802, which forms occupant compartment 840. Absorber 870may be arranged behind frame coupler 804 and may be configured tofurther absorb energy from the collision event by plastically deforming.

In an illustrative example, wheel 850 may include a plurality of radialspokes, and deflector 860 may be configured to deflect the plurality ofspokes away from occupant compartment 840 during the collision event. Ina further example, wheel mount 852 may include a lower control arm(e.g., similar to lower control arm 230 of FIG. 2 or lower control arm730 of FIG. 7) configured to direct the plurality of radial spokes todeflector 860 during the collision event.

In an illustrative example, a system for managing wheel kinematicsduring a collision event of a vehicle may include a frame system (e.g.,including frame member 802), a body system (e.g., body system 803), aframe coupler (e.g., frame coupler 804), and a deflector (e.g.,deflector 860). The frame system may include a first pillar (e.g., hingepillar 805) arranged at first position at a rear and laterally outsideportion of a wheel well (e.g., wheel well 851). The body system includesan occupant compartment (e.g., occupant compartment 840). The framecoupler (e.g., frame coupler 804) at least partially affixes the framesystem to the body system. The deflector is affixed to the frame couplerand faces the wheel (e.g., wheel 850). The deflector includes a firstsection (section 862) having a hollow structure configured to absorbenergy from the collision event by plastically deforming, and a secondsection (e.g., section 861) arranged at an angle to the wheel andconfigured to deflect the wheel laterally outwards from the vehicle toprevent intrusion of the wheel into the occupant compartment during thecollision event.

The foregoing is merely illustrative of the principles of thisdisclosure, and various modifications may be made by those skilled inthe art without departing from the scope of this disclosure. The abovedescribed embodiments are presented for purposes of illustration and notof limitation. The present disclosure also can take many forms otherthan those explicitly described herein. Accordingly, it is emphasizedthat this disclosure is not limited to the explicitly disclosed methods,systems, and apparatuses, but is intended to include variations to andmodifications thereof, which are within the spirit of the followingclaims.

What is claimed is:
 1. A system for managing wheel kinematics during acollision event, the system comprising: a recess arranged in a framemember; a pin arranged vertically in the recess and configured to couplea lower control arm to the frame member; a top plate defining a top ofthe recess comprising: a first through feature configured to accommodatethe pin and constrain lateral motion of the pin, and a first break-awayregion comprising a reduced stiffness, wherein the first break-awayregion is configured to fail under the collision event to allow the pinto move laterally out of the first through feature; a bottom platedefining a bottom of the recess comprising: a second through featureconfigured to accommodate the pin and constrain lateral motion of thepin, and a second break-away region comprising a reduced stiffness,wherein the second break-away region is configured to fail under thecollision event to allow the pin to move laterally out of the secondthrough feature.
 2. The system of claim 1, wherein the first break-awayregion comprises a first notch and a second notch.
 3. The system ofclaim 2, wherein the first break-away region further comprises: a firstregion of the top plate arranged between the first notch and the firstthrough feature; a second region of the top plate arranged between thesecond notch and the first through feature, wherein: the first regionand the second region are configured to fail during the collision event.4. The system of claim 1, wherein the second break-away region comprisesa first notch and a second notch.
 5. The system of claim 4, wherein thesecond break-away region further comprises: a first region of the bottomplate arranged between the first notch and the second through feature; asecond region of the bottom plate arranged between the second notch andthe second through feature, wherein: the first region and the secondregion are configured to fail during the collision event.
 6. The systemof claim 1, wherein the first through feature comprises one of acircular hole or a slot.
 7. The system of claim 1, wherein the secondthrough feature comprises one of a circular hole or a slot.
 8. Thesystem of claim 1, wherein: the first break-away region is configured tofail under the collision event by fracturing; and the second break-awayregion is configured to fail under the collision event by fracturing. 9.A system for managing wheel kinematics during a collision event, thesystem comprising: a lower control arm configured to couple a wheel to aframe member, the lower control arm comprising a front portion and arear portion; a front mount coupling the front portion to the framemember to form a first joint, wherein the front mount comprises abreak-away region configured to fail under the collision event to allowthe front portion to move laterally away from the front mount; and arear mount coupling the rear portion to the frame member forming asecond joint configured to constrain lateral displacement of the secondportion during the collision event.
 10. The system of claim 9, whereinthe front mount comprises a through feature configured to accommodate apin and constrain lateral motion of the pin, wherein the pin couples thefront portion to the first mount, and wherein the break-away region isconfigured to fail during the collision event to allow the pin to movelaterally out of the through feature.
 11. The system of claim 9, whereinthe break-away region comprises a first notch and a second notch. 12.The system of claim 11, wherein the break-away region further comprises:a first region arranged between the first notch and the through feature;a second region arranged between the second notch and the throughfeature, wherein the first region and the second region are configuredto fail during the collision event.
 13. The system of claim 9, whereinthe break-away region is configured to fail during the collision eventby fracturing.
 14. The system of claim 9, wherein the front mountcomprises: a top through feature; a bottom through feature verticallyaligned with the top feature; and a pin extending vertically through thetop through feature and the bottom through feature, wherein the frontportion of the lower control arm is coupled to the pin, and wherein thepin constrains lateral motion of the front portion.
 15. The system ofclaim 9, wherein the break-away region configured to fail under a loadof 100 kN.
 16. A mount configured to constrain and release a frontportion of a lower control arm, the mount comprising: a top throughfeature; a bottom through feature vertically aligned with the topfeature; a pin extending vertically through the top through feature andthe bottom through feature, wherein the front portion of the lowercontrol arm is coupled to the pin, and wherein the pin constrainslateral motion of the front portion; a break-away region configured tofail during a collision event to allow the front portion to movelaterally away from the first through feature.
 17. The mount of claim16, comprising: a top plate, wherein the top through feature is arrangedin the top plate; and a bottom plate, wherein the bottom through featureis arranged in the bottom plate.
 18. The mount of claim 17, wherein thebreak-away region comprises: a first break-away region of the top plate;and a second break-away region of the bottom plate.
 19. The mount ofclaim 16, comprising: a top section, wherein the top through feature isarranged in the top section; and a bottom section, wherein the bottomthrough feature is arranged in the bottom section.
 20. The mount ofclaim 16, wherein the break-away region comprises a first notch and asecond notch, wherein the first notch and the second notch reduce atensile strength of the first mount to fail under the collision event.